US9561798B2 - Controlling internal combustion engine emissions - Google Patents

Controlling internal combustion engine emissions Download PDF

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Publication number
US9561798B2
US9561798B2 US14/372,921 US201314372921A US9561798B2 US 9561798 B2 US9561798 B2 US 9561798B2 US 201314372921 A US201314372921 A US 201314372921A US 9561798 B2 US9561798 B2 US 9561798B2
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vehicle
drive line
engine
speed
idle
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US20150032356A1 (en
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Rob Jerger
David Hayden
Simon Jarvis
Nick Wicks
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Jaguar Land Rover Ltd
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Jaguar Land Rover Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18054—Propelling the vehicle related to particular drive situations at stand still, e.g. engine in idling state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/192—Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine
    • B60W30/194—Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine related to low temperature conditions, e.g. high viscosity of hydraulic fluid
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/022—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the clutch status
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D41/0255—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus to accelerate the warming-up of the exhaust gas treating apparatus at engine start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/068—Introducing corrections for particular operating conditions for engine starting or warming up for warming-up
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/08—Introducing corrections for particular operating conditions for idling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/16—Introducing closed-loop corrections for idling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/16—Ratio selector position
    • B60W2550/142—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B60W2710/065—Idle condition
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0802—Temperature of the exhaust gas treatment apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/0225—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio or shift lever position
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y02T10/26—
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • Y02T10/54—

Definitions

  • This invention relates to improvements in the control of emissions of internal combustion engines, in particular to achieve more rapid initiation of treatment of exhaust gases upon cold start of an engine. Aspects of the invention relate to a method and to a vehicle.
  • Vehicle emissions legislation prescribes certain limits for the emission of noxious gases in the exhaust stream of an internal combustion engine.
  • a catalytic converter is provided in the vehicle exhaust system, and operates to chemically convert noxious gases to relatively benign alternatives.
  • a catalytic converter requires a minimum temperature for effective operation, and this is achieved in a short period by heat transfer from the hot exhaust stream.
  • the effective operation of the catalytic converter may be delayed. It would be desirable to reduce this delay so as to minimize emissions of untreated exhaust gas upon cold start.
  • a method of initiating treatment of the exhaust stream of an internal combustion engine of a vehicle having electronically sensed wheel brakes and an electronically sensed drive line comprising the steps of:
  • the method of the illustrative embodiment thus postpones enablement of the drive line until release of wheel brakes is detected.
  • This is in contrast to conventional drive line enablement in which the drive line is enabled in response to movement of a drive line selector.
  • the illustrative embodiment is intended for application to any vehicle drive line having non-manual enablement, and thus excludes a conventional manually selected and engaged transmission with a manual clutch. In such vehicles movement of the drive line selector and/or enablement of the drive line is generally inhibited unless the foot brake is applied. Furthermore starting of the vehicle engine may be inhibited unless the drive line selector is in neutral or park positions.
  • a drive line of a vehicle that includes idle speed control will comprise automatically controlled enablement via an actuator, for example a hydraulic automatic transmission or an automated manual transmission.
  • driver line means torque transmitting components linking the vehicle engine to the driven wheels of the vehicle.
  • Immediate enablement of the drive line upon selector movement may necessarily impose a drag on the vehicle engine which may in turn result in the engine speed dropping from high idle to normal idle.
  • the reduction in engine speed may however be electronically commanded upon detection of selection of a drive condition, so as to ensure smooth drive line engagement.
  • Normal idle speed is generally required in order to give acceptable launch characteristics to the vehicle, and to give a smooth, high quality experience to the vehicle occupants.
  • the postponement of enablement of the drive line permits a high idle speed to be maintained for a longer period, thus ensuring a greater quantity of hot exhaust gas streams through the catalytic converter before idle speed is reduced to normal, and with the consequence that the catalyst temperature is raised more quickly to the operating point.
  • the illustrative embodiments thus permit more rapid light-off of the catalyst in a manner which is not noticeable to the vehicle driver. It will be understood that enablement of the drive line can be very rapid in present kinds of electronically controlled vehicle transmission.
  • the drive line will be enabled by engagement of a clutch to permit torque to be transmitted from the vehicle engine to the vehicle wheels.
  • the clutch may be wet or dry, and form part of a multi-speed transmission commanded by a suitable electronic control unit (ECU).
  • ECU electronice control unit
  • the enablement sequence of the drive line is selected to ensure smooth take-off can be achieved.
  • a multi-speed transmission may temporarily engage a sequence of clutches before the launch clutch, so that the launch clutch can itself engage smoothly. This sequence should not be noticeable to the vehicle driver, and timing thereof should be accommodated by the control system so that idle speed is reduced at the appropriate time.
  • Drive line enablement may comprise two-stages, whereby for example an actuator is filled with working fluid in a first stage. In a second stage pressure in the filled actuator is increased to effect movement thereof. Illustrative embodiments accommodate such a first stage whilst high idle speed is maintained, since it is the second stage which enables torque transmission. This arrangement may reduce the time for drive line enablement in certain circumstances.
  • the vehicle wheel brakes typically comprise an electronically controlled ABS (anti-lock braking system) arrangement adapted to sense brake pressure, and to detect or predict wheel movement.
  • ABS anti-lock braking system
  • a temperature of the exhaust catalyst may be monitored, and the method may be disabled in the event that correct operation of the catalyst is determined.
  • the method can be confined to cold and cool starts only, and have the shortest appropriate duration of high idle.
  • the method may take account of vehicle attitude. It will be appreciated that a vehicle may be parked on a slope, and in such circumstances may require a higher brake pressure to prevent movement than if on substantially level ground. The brake pressure to hold the vehicle against movement will increase as the slope increases.
  • the strategy to hold the vehicle wheels against movement may comprise for example implementing operation of a handbrake function, implementing a hill hold function of the wheel brakes, engaging an output component of a multi-speed transmission to ground (for example a transmission casing), locking a multi-speed transmission by simultaneous engagement of two speed ratios, or commanding drive line enablement; other solutions are possible, but in each case should be susceptible of electronic control under command of the relevant ECU.
  • drive line enablement is blended with movement of the vehicle wheels (i.e. release of wheel brakes or disablement of the strategy to hold the vehicle wheels against movement) so that drive-off is smooth, and without perceptible roll-back.
  • Progressive take-up drive corresponding to automatic release of a conventional electronic handbrake or hill hold function provides one optional arrangement.
  • the method may include the step of detecting reducing brake force as the wheel brakes are released, and commanding drive line enablement at a predetermined brake force.
  • the predetermined brake force may be selected by reference to vehicle attitude.
  • the drive line is enabled so that engine torque is transmitted to the vehicle wheels in order to counter any tendency for uncontrolled vehicle movement.
  • the predetermined brake force may for example be found in a look-up table by reference to vehicle attitude, or calculated according to an appropriate algorithm.
  • the vehicle drive line may include a transmission susceptible of electronic control. Many kinds of transmissions are suitable, including conventional multi-speed hydraulic transmissions, and dual clutch transmissions.
  • FIG. 1 is a graphical representation of engine speed during a conventional cold start sequence
  • FIG. 2 corresponds to FIG. 1 and shows a cold start sequence according to an embodiment of the invention
  • FIG. 3 illustrates a cold start sequence according to another embodiment of the invention
  • FIG. 4 is a flow chart of a typical engine start sequence in accordance with embodiments of the invention.
  • FIG. 5 illustrates graphically a cold start sequence according to embodiments of the invention.
  • a conventional cold engine start for an electronically controlled internal combustion engine typically has initial engine speed of 2000 rpm, which drops to a fast idle of 1350 rpm almost immediately. Fast idle is maintained until about 15 seconds from start, in order for example for combustion to stabilize. Idle speed then reduces at A to around 850 rpm as the drive line is selected and engaged, which is a suitable speed for the driver to move-off smoothly and progressively. Vehicle launch, that is to say drive-away, is at B, typically after a further period of about 5 seconds.
  • a controller will select an appropriate launch ratio in response to a driver command.
  • the driver will select a low ratio or DRIVE, from PARK or NEUTRAL.
  • DRIVE low ratio
  • PARK is selected
  • enabling of the drive line is inhibited unless the foot brake is applied.
  • a typical cold start sequence comprises engine start with transmission in PARK, fast idle of the engine, foot brake on, selection of low speed ratio, and drive-away as the foot brake is released.
  • the sequence may differ slightly according to the particular kind of transmission, which may for example be a conventional hydraulic automatic gearbox, an automated manual transmission or a twin clutch transmission.
  • the drive line controller is typically a transmission ECU in command of actuators within the transmission.
  • actuators can be electric, hydraulic or pneumatic, and effect engagement of one or more speed ratios and/or one or more torque transmitting friction elements.
  • fast idle may be ceased upon selection of a drive condition.
  • Such ceasing may be as a result of transmission drag, for example of a torque converter, or upon command of the ECU as selection of the drive condition is detected.
  • this delay may for example allow a seat belt to be engaged or for the driver to check an instrument display.
  • FIG. 2 The effect of the invention is illustrated in FIG. 2 .
  • Drive is selected at point A, as in the prior art, but the drive line is not engaged. Accordingly there is no drag upon the engine and a high idle speed can be maintained until point C at which releasing of wheel brakes is sensed. Idle speed then reduces to point B as the drive line is engaged, ready for drive-away.
  • This engagement is represented in FIG. 2 by trace D which illustrates a gradual rise in clutch pressure associated with drive engagement, and over the period during which idle speed is reducing from 1350 to 850 rpm. Trace D represents any suitable arrangement which progressively moves from a disengaged to an engaged condition.
  • the additional high speed idle contribution is represented by the shaded area of FIG. 2 .
  • idle speed may be maintained at a higher level (e.g. 1750 rpm), as illustrated in FIG. 3 , since the drive line is not engaged at the point of selection of drive. In consequence the engine need not be at a speed suitable for drive line selection (1350 rpm according to FIGS. 1 and 2 ) until releasing of wheel brakes is sensed.
  • This embodiment blends the eventual reduction in idle speed with drive line engagement (in the manner of trace D of FIG. 2 ), so that for example such engagement commences as engine speed reduces from higher idle at 1750 rpm across the 1350 rpm threshold.
  • the additional higher idle speed contribution is represented in the shaded area of FIG. 3 .
  • the controller will typically terminate fast idle early so as to ensure rapid smooth enablement of the drive line. In such conditions the engine will quickly be commanded to generate significant power, in which case the exhaust gas will rapidly rise in temperature so as to achieve rapid light-off of the catalyst.
  • Fast (high) idle may also be terminated after a predetermined time period in the event that the driver does not command enablement of the drive line, or in response to light-off of the catalyst being detected or predicted.
  • An exhaust gas temperature sensor at the inlet of the catalyst device may permit light-off to be assumed at a predetermined temperature threshold.
  • FIG. 4 illustrates a typical engine cold start with neutral maintained (CSN) to permit fast idle—i.e. drive line selected but not enabled—in accordance with the invention.
  • CSN neutral maintained
  • step 11 the validation routine of the invention is implemented and the vehicle ignition switched on (step 12 ).
  • Other systems may be interrogated to ensure that the vehicle is ready to move (step 13 ), and confirmation is obtained that the engine is running (step 14 ).
  • CSN is assumed non-active (step 15 ) and the catalyst temperature is determined (step 16 ); if less than the threshold the routine continues, if not CSN is disabled (step 31 ). Step 16 prevents activation of CSN if the catalyst is at or above operating temperature. CSN is disabled until the next engine start event (step 32 ).
  • a diagnostic check ensures relevant communications are working, for example control inputs from the braking system and transmission selector.
  • a fault disables CSN.
  • step 18 the temperature of automatic transmission fluid is checked.
  • CSN may for example be inhibited (step 33 ) if ATF temperature is below a predetermined minimum of less than zero, say ⁇ 6° C.
  • step 22 a check is made for selection of a drive condition; if no CSN is inhibited.
  • accelerator position is checked to determine if vehicle launch (drive-off) is imminent; if no CSN is inhibited.
  • Launch may be indicated by movement of the accelerator from the rest condition. or beyond a pre-determined threshold.
  • a hill hold feature of the anti-lock braking system is implemented to prevent roll back during CSN; if no CSN is inhibited.
  • step 25 CSN is implemented, having passed validation, to permit fast idle to be maintained according to the invention.
  • FIG. 5 a typical CSN routine is illustrated by way of example.
  • engine revolutions (N) are maintained at high idle whilst brake pressure (B) is applied, via driver brake application or hill hold functionality.
  • brake pressure begins to fall, and vehicle movement is accordingly predicted.
  • engine speed begins to drop from fast to normal idle to permit smooth engagement of a pre-selected transmission ratio.
  • brake pressure reaches zero, but between t 2 and t 3 a transmission clutch is engaged to enable the drive line, and prevent vehicle roll-back.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
US14/372,921 2012-01-20 2013-01-17 Controlling internal combustion engine emissions Active 2033-11-05 US9561798B2 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
GB1200936.1A GB2498553B (en) 2012-01-20 2012-01-20 Improvements in controlling internal combustion engine emissions
GB1200936.1 2012-01-20
PCT/EP2013/050856 WO2013107825A1 (fr) 2012-01-20 2013-01-17 Perfectionnements apportés à la lutte contre les émissions d'un moteur à combustion interne

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US20150032356A1 US20150032356A1 (en) 2015-01-29
US9561798B2 true US9561798B2 (en) 2017-02-07

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US (1) US9561798B2 (fr)
EP (1) EP2804796B1 (fr)
JP (1) JP5872072B2 (fr)
CN (1) CN104144835B (fr)
GB (1) GB2498553B (fr)
WO (1) WO2013107825A1 (fr)

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US10760511B2 (en) 2018-06-15 2020-09-01 Honda Motor Co., Ltd. Apparatus for controlling engine idle and uses thereof
US10914256B2 (en) * 2018-11-13 2021-02-09 Toyota Jidosha Kabushiki Kaisha In-vehicle controller
US20220212655A1 (en) * 2021-01-06 2022-07-07 Ford Global Technologies, Llc Hybrid vehicle transmission shift control for electric machine thermal management
US11565703B1 (en) * 2022-01-25 2023-01-31 Ford Global Technologies, Llc System and method for vehicle drive-away control

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JP2016014356A (ja) * 2014-07-02 2016-01-28 トヨタ自動車株式会社 車両の制御装置
CN104765982A (zh) * 2015-05-07 2015-07-08 安徽联合星通信息科技股份有限公司 一种评测车辆驾驶技能的建模方法
CN107965569B (zh) * 2017-10-27 2020-05-05 德韧干巷汽车系统（上海）有限公司 一种电子线控换档执行器的控制方法
JP7151566B2 (ja) * 2019-03-14 2022-10-12 トヨタ自動車株式会社 車両走行制御装置
US11053874B2 (en) * 2019-10-25 2021-07-06 Deere & Company Ultra-low idle management
CN114412651B (zh) * 2021-11-01 2023-04-18 东风汽车集团股份有限公司 混动车辆及其催化器起燃的控制方法和控制装置
DE102023203541A1 (de) 2023-04-18 2024-10-24 Volkswagen Aktiengesellschaft Verfahren zum Betreiben eines Antriebsstrangs in einem Kraftfahrzeug sowie Kraftfahrzeug

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US10760511B2 (en) 2018-06-15 2020-09-01 Honda Motor Co., Ltd. Apparatus for controlling engine idle and uses thereof
US10914256B2 (en) * 2018-11-13 2021-02-09 Toyota Jidosha Kabushiki Kaisha In-vehicle controller
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US11565703B1 (en) * 2022-01-25 2023-01-31 Ford Global Technologies, Llc System and method for vehicle drive-away control

Also Published As

Publication number Publication date
EP2804796A1 (fr) 2014-11-26
EP2804796B1 (fr) 2018-03-28
JP2015504139A (ja) 2015-02-05
JP5872072B2 (ja) 2016-03-01
GB2498553B (en) 2015-07-01
CN104144835B (zh) 2016-10-19
US20150032356A1 (en) 2015-01-29
GB2498553A (en) 2013-07-24
GB201200936D0 (en) 2012-02-29
CN104144835A (zh) 2014-11-12
WO2013107825A1 (fr) 2013-07-25

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